Fuel injection for a free piston engine

ABSTRACT

A free piston engine is configured with a pair of opposed engine cylinders located on opposite sides of a fluid pumping assembly. An inner piston assembly includes a pair of inner pistons, one each operatively located in a respective one of the engine cylinders, with a push rod connected between the inner pistons. The push rod extends through an inner pumping chamber in the fluid pumping assembly and forms a fluid plunger within this chamber. An outer piston assembly includes a pair of outer pistons, one each operatively located in a respective one of the engine cylinders, with at least one pull rod connected between the outer pistons. The pull rod extends through an outer pumping chamber in the fluid pumping assembly and forms a fluid plunger within this chamber. The movement of the inner and outer piston assemblies during engine operation will cause the fluid plungers to pump fluid from a low pressure container into a high pressure chamber as a means of storing the energy output from the engine. Alternatively, the piston assemblies may drive a linear alternator. Each fuel injector is located so that it injects directly into its cylinder near the intake ports, while also being covered during combustion events in order to avoid exposing the fuel injector to the harsh environment of combustion.

BACKGROUND OF INVENTION

The present invention relates to free piston engines.

Conventionally, internal combustion engines have operated with themotion of the pistons mechanically fixed. For example, a conventionalinternal combustion engine for a motor vehicle includes a crankshaft andconnecting rod assemblies that mechanically determine the motion of eachpiston within its respective cylinder. This type of engine is desirablebecause the position of each piston is know for any given point in theengine cycle, which simplifies timing and operation of the engine. Whilethese conventional types of engines have seen great improvements inefficiency in recent years, due to the nature of the engines, thatefficiency is still limited. In particular, the power density is limitedbecause the mechanically fixed motion of the pistons fixes thecompression ratio. Moreover, all of the moving parts that direct themovement of the pistons (and camshafts and engine valves as well) createa great deal of friction, which takes energy from the engine itself toovercome. The resulting lower power density means that the engine willbe larger and heavier than is desired. Also, the flexibility in theengine design and packaging is limited because of all of the mechanicalconnections that must be made.

Some crankshaft engines employ direct injection of fuel into thecylinders. While this direct injection can be employed advantageously tofurther improve the engine operation, the fuel injectors and injectorsystem operating them are generally very expensive. In particular, theinjection generally must be accomplished with a very high fuel pressure,which can require an expensive system to generate and control the fuelunder these high pressures. Moreover, each fuel injector nozzle isdirectly exposed to the extreme heat and pressures of the entirecombustion event in its cylinder, thus requiring a relatively expensivefuel injector design to withstand these harsh environmental conditions.

Consequently, is desirable, for environmental and other reasons, to havean engine with a higher power density than these conventional engines.The advantages of lighter relative weight, smaller package size, andimproved fuel efficiency can be a great advantage in both vehicle andstationary power production applications.

Another type of internal combustion engine is a free piston engine. Thisis an engine where the movement of the pistons in the cylinders is notmechanically fixed. The movement is controlled by the balance of forcesacting on each piston at any given time. Since the motion is not fixed,the engines can have variable compression ratios, which allow for moreflexibility in designing the engine's operating parameters. Also, sincethere are no conventional crankshafts and rods attached to thecrankshaft, which reduces piston side force, there is generally lessfriction produced during engine operation. Moreover, an opposed piston,opposed cylinder (OPOC) configuration of a free piston engine isdesirable due to its generally inherently balanced operation, with acompact layout as well. A particularly advantageous way to operate suchan engine is with a two stroke combustion cycle—and even moreadvantageous is to operate with a homogeneous charge, compressionignition (HCCI) type of combustion, which takes best advantage of theability to operate the engine with a variable compression ratio, inorder to further increase the power density of the engine.

However, one concern, in particular, arises, and that is how to injectfuel into such a configuration while maintaining the fuel efficiency andminimizing the cost and complexity of such an engine.

SUMMARY OF INVENTION

In its embodiments, the present invention contemplates a free pistonengine including an energy generation and control assembly having afirst side; and a first combustion cylinder assembly located adjacent tothe first side and including a first cylinder liner having a generallycylindrical wall that defines a first engine cylinder, which is centeredabout an axis of motion, and with the wall including at least one intakeport and a fuel injector bore, adjacent to the at least one intake port,extending therethrough. The free piston engine also preferably includesa fuel injector having an injector nozzle and being mounted to theengine such that the injector nozzle is located in the fuel injectorbore; and a piston assembly including a first piston having a headportion, an opposed rear portion and a cylindrical side wall extendingtherebetween, with the cylindrical side wall generally centered aboutand extending in the direction of the axis of motion, and with the firstpiston being located and telescopically slidable within the first enginecylinder along the axis of motion a generally predetermined distancethat defines a piston stroke; and wherein the locations in the wall ofthe at least one intake port and the fuel injector bore are such thatthe cylindrical side wall will cover the at least one intake port andthe fuel injector bore for only a portion of the piston stroke.

In its embodiments, the present invention preferably also contemplates amethod of operating a free piston engine comprising the steps of:providing an energy generation and control assembly having a first side;providing a first combustion cylinder assembly located adjacent to thefirst side and including a first cylinder liner having a generallycylindrical wall that defines a first engine cylinder, which is centeredabout an axis of motion, and with the wall including at least one intakeport and a fuel injector bore, adjacent to the at least one intake port,extending therethrough; providing a fuel injector having an injectornozzle and being mounted to the engine such that the injector nozzle islocated in the fuel injector bore; providing a piston assembly includinga first piston having a head portion, an opposed rear portion and acylindrical side wall extending therebetween, with the cylindrical sidewall generally centered about and extending in the direction of the axisof motion, and with the first piston being located and telescopicallyslidable within the first engine cylinder along the axis of motion;moving the first piston along the axis of motion so that the cylindricalside wall does not cover the fuel injector bore; injecting fuel from thefuel injector into the first engine cylinder while the cylindrical sidewall is not covering the fuel injector bore; moving the first pistonalong the axis of motion so that the cylindrical side wall is coveringthe fuel injector bore; and igniting the injected fuel while thecylindrical side wall is covering the fuel injector bore.

An advantage of an embodiment of the present invention is that a freepiston engine, with an inherent ability to more easily vary the anopposed piston, opposed cylinder (OPOC) configuration of a free pistonengine allows for a more inherently balanced free piston engine, whilealso being conducive for effective homogeneous charge, combustionignition (HCCI) engine operation. Such an engine can operate withrelatively few major moving parts, generally having less overallfriction to overcome during engine operation than a crank engine.

Another advantage of an embodiment of the present invention is that thefuel injector assembly will inject the fuel directly into an enginecylinder while not exposing the fuel injector nozzle to the extremetemperatures and pressures present at the initial portion of acombustion event. Thus, a relatively less costly fuel injector may beemployed than a direct injection system where the fuel injector nozzleis exposed to the entire combustion event.

A further advantage of an embodiment of the present invention is that,the fuel is injected into an engine cylinder of a two stroke engine thatdoes not employ intake or exhaust valves, yet the engine minimizesunburned fuel escaping through the exhaust ports by permitting lateinjection of fuel just prior to the close of the exhaust port, thus notallowing time for the fuel to reach the exhaust port before it closes.

An additional advantage of an embodiment of the present invention isthat a fine mist, low penetration injector can be utilized to allow acloud of fuel to form at the center of the cylinder bore and avoid fuelcontacting the opposite side wall, thus promoting a homogeneous air fuelmixture, especially when combined with port induced air swirl motion.

An additional advantage of an embodiment of the present invention isthat the engine allows for the fuel and air introduced into the cylinderto have a relatively long time to mix, thus assuring a more homogeneousfuel/air mixture than previous direct injection types of engines.Moreover, in general, the fuel may be injected under a relatively lowpressure as compared to conventional direct injection types of engines.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a perspective view of an opposed piston, opposed cylinder,free piston engine with hydraulic control and output, in accordance withthe present invention.

FIG. 2 is an end view of the engine of FIG. 1.

FIGS. 3A and 3B are a top, plan view of the engine of FIG. 1.

FIGS. 4A and 4B are a side view of the engine of FIG. 1.

FIG. 5A is a sectional view of the engine taken along line 5A—5A in FIG.3A.

FIG. 5B is a sectional view of the engine taken along line 5B—5B in FIG.3B.

FIG. 6A is a sectional view of the engine taken along line 6A—6A in FIG.4A.

FIG. 6B is a section view of the engine taken along line 6B—6B in FIG.4B.

FIG. 7 is a perspective view of a portion of the engine of FIG. 1; and,more specifically, a perspective view of the top of a hydraulic pumpblock assembly and inner piston assembly.

FIG. 8 is a perspective view similar to FIG. 7, but viewing the bottomof the hydraulic pump block assembly and inner piston assembly.

FIG. 9 is a perspective view of a cylinder liner of the engine of FIG.1.

FIG. 10 is a schematic view of the hydraulic circuit of the engine ofFIG. 1.

FIG. 11 is a schematic view of some of the electronic circuit employedwith the engine of FIG. 1.

FIG. 12 is a partially sectioned perspective view of a portion of theengine of FIG. 1, illustrating fuel spray from a fuel injector into anengine cylinder.

DETAILED DESCRIPTION

FIGS. 1–12 illustrate an opposed piston, opposed cylinder, hydraulic,free piston engine 10. The engine 10 includes a hydraulic pump blockassembly 12, with a first piston/cylinder assembly 14 extendingtherefrom, and a second piston/cylinder assembly 16 extending from thehydraulic pump block assembly 12 in the opposite direction so they arein line. The timing of the first piston/cylinder assembly 14 is oppositeto the timing of the second piston/cylinder assembly 16. Thus, when oneis at top dead center, the other is at bottom dead center. Moreover, themotion is along or parallel to a single axis of motion. Thisconfiguration of free piston engine allows for a more inherentlybalanced engine.

Additionally, the following description discloses an engine that notonly stores energy produced by the engine in the form of pressurizedfluid, but also employs some of this pressurized fluid to start and, attimes, assist in controlling the engine operation and maintaining theengine balance.

The first piston/cylinder assembly 14 includes a first cylinder jacket18, which mounts to the hydraulic pump block assembly 12. The firstcylinder jacket 18 includes a first exhaust gas scroll 20, which islocated adjacent to the hydraulic pump block assembly 12. The interiorof the first exhaust gas scroll 20 defines an inner exhaust channel 22that extends circumferentially around the first cylinder jacket 18 andradially outward to a first exhaust flange 24. The exhaust flange 24 isadapted to connect to an exhaust system (not shown) for carrying awaythe exhaust during engine operation. The exhaust system can be any typedesired so long as it adequately treats and carries away the exhaustgasses. It may, for example, include an exhaust manifold, a muffler, acatalytic converter, a turbocharger, or a combination of these andpossibly other components.

The first cylinder jacket 18 also has a coolant inlet 26, which islocated adjacent to the hydraulic pump block assembly 12, and extendsinto a generally circumferentially extending coolant passage 28. Thecoolant inlet 26 connects to a coolant cooling system (not shown), whichcan include, for example, a heat exchanger, such as a radiator, forremoving heat from the engine coolant, a water pump for pumping thecoolant through the cooling system, a temperature sensor and flowcontrol valve for maintaining the coolant in a desired temperaturerange, coolant lines extending between the components, or a combinationof these and possibly other components. The cooling system can be anytype of engine cooling system desired so long as it removes theappropriate amount of heat from the engine.

At the opposite end of the first cylinder jacket 18 from the exhaust gasscroll 20 is a circumferentially extending air intake annulus 30, theinterior of which defines an intake channel 31. Adjacent to the airintake annulus 30, the first cylinder jacket 18 forms a fuel injectorboss 32, within which a first fuel injector 34 is mounted. The firstfuel injector 34 is electrically connected to an electronic controller35, which provides a signal for determining the timing and duration offuel injector opening. The first fuel injector 34 also connects to afuel injector rail 37, which supplies fuel from a fuel system 39 (onlyshown schematically). The fuel system 39 may include, for example, afuel tank, fuel pump, fuel lines leading to the fuel rail, or acombination of these and possibly other components. Any type of fuelsystem that can provide an adequate amount of fuel under the desiredpressure to the fuel injector 34 is generally acceptable. Preferably,the fuel injector rail 37 also includes a fuel pressure sensor 41 thatis electrically connected to the controller 35. The controller 35 ispreferably powered by an electrical system with a battery (not shown),an electric generator or alternator, which is preferably powered byenergy output from the engine 10, or some other adequate supply ofelectrical power. Also, while the controller 35 is referred to in thesingular herein, it may include multiple electronic processors incommunication with one another, if so desired.

About mid-way between the first exhaust gas scroll 20 and the intakeannulus 30, the first cylinder jacket 18 forms a pressure sensormounting boss 36, within which is mounted a first cylinder pressuresensor 38. The first cylinder pressure sensor 38 is preferablyelectrically connected to the controller 35. Both the fuel injector boss32 and the sensor mounting boss 36 extend through the first cylinderjacket 18 to a main bore 40 that extends the length of the firstcylinder jacket 18. The coolant passage 28, inner exhaust channel 22 andthe air intake annulus 30 are all open into the main bore 40 as well.

The first piston/cylinder assembly 14 also includes a first cylinderliner 42, which extends through and is preferably press fit into themain bore 40 of the first cylinder jacket 18. The first cylinder liner42 includes a cylindrical shaped main bore extending therethrough thatdefines the first engine cylinder 44. The central axis of the firstengine cylinder is preferably along the axis of motion. The firstcylinder liner 42 also includes a series of circumferentially spacedexhaust ports 46, which extend between and connect the first enginecylinder 44 and the inner exhaust channel 22 of the first cylinderjacket 18.

Adjacent to the exhaust ports 46, the first cylinder liner 42 abuts thecoolant passage 28 in the first cylinder jacket 18. This coolant passage28 connects to a series of spaced, helical ribs 48 that extend radiallyoutward from the first cylinder liner 42 and abut the main bore 40 ofthe first cylinder jacket 18, forming a series of cylinder coolantpassages 50. Within these ribs 48, a cylinder pressure tap boss 52extends from the first engine cylinder 44 to the sensor mounting boss 36on the first cylinder jacket 18. This allows the first cylinder pressuresensor 38 to be exposed to the first engine cylinder 44, while sealingthe sensor 38 from the engine coolant.

A fuel injector bore 54 aligns with the fuel injector boss 32 andextends through the ribs 48 to the first engine cylinder 44. This allowsa nozzle 55 of the first fuel injector 34 to be exposed to and injectfuel 57 (shown schematically in FIG. 12) directly into the first enginecylinder 44.

The first cylinder liner 42 also has a series of circumferentiallyspaced air intake ports 56, aligned with the air intake annulus 30 ofthe first cylinder jacket 18, and opening into the first cylinder 44.The air intake ports 56 are preferably adjacent to the fuel injectorbore 54 and spaced farther from the exhaust ports 46 than the fuelinjector bore 54. The fuel injector bore 54 is preferably angled so thatthe nozzle 55 will spray the fuel 57 in the general direction of the airintake ports 56. Also adjacent to the air intake ports 56, is a seriesof spaced oil mist holes 58 located circumferentially around the firstcylinder liner 42.

The first piston/cylinder assembly 14 includes a first air belt 60. Theair belt 60 is mounted about the first cylinder liner 42, abutting thefirst cylinder jacket 18 at the location of the air intake annulus 30.An oil inlet tube 62 projects from and extends through the first airbelt 60, connecting to an oil mist annulus 64. The oil mist annulus 64abuts and extends circumferentially around the first cylinder liner 42at the location of the oil mist holes 58. The oil inlet tube 62preferably connects to an oil mister (not shown), which has an inletconnected to a source of oil, and provides a mixture of oil and air tothe oil mist annulus 64. The source of oil may be a part of an oilsupply system (not shown). The oil supply system may include, forexample, an oil pump, an oil filter, an oil cooler, an oil sump, oillines to transfer the oil through the system, or a combination of theseand possibly other components. The oil supply system can be any suchsystem that can cooperate with the engine components to adequatelyfilter and supply lubrication oil to the engine while it is operating.

Also abutting and extending circumferentially around the first cylinderliner 42 is a coolant annulus 66. The coolant annulus 66 connects to thecylinder coolant passages 50 and also to a coolant outlet 68 extendingfrom the first air belt 60. This coolant outlet 68 connects to thecoolant cooling system (not shown), which was discussed above. The firstair belt 60 also has a pair of pull rod passages 70 and an intake airpassage 72 that are in communication with the air intake annulus 30 ofthe first cylinder jacket 18.

The first piston/cylinder assembly 14 also incorporates a first scavengepump 74. The scavenge pump 74 includes a scavenge pump housing 76 thatmounts to the first air belt 60, and around the end of the firstcylinder liner 42. The scavenge pump housing 76 has a main pumpingchamber 78, with inlet ports 80 leading to an inlet chamber 82 andoutlet ports 84 leading to an outlet chamber 86. The main pumpingchamber 78 is cylindrical in shape, with a generally elliptical crosssection.

Mounted to the inlet chamber 82 is an inlet reed valve assembly 88 and ascavenge pump inlet cover 90. The inlet cover 90 includes an air inlet92, which preferably connects to an air intake system (not shown). Theair intake system may include, for example, an intake manifold thatpreferably receives air from some type of a turbocharger or mechanicalsupercharger, an air throttling valve, a mass air flow sensor, anambient air temperature sensor, an air filter, or a combination of theseand possibly other components. The air intake system may be any suchsystem that supplies a desired volume of air at a desired pressure tothe air inlet 92 for the particular engine operating conditions.

Reed valves 94 in the inlet reed valve assembly 88 are oriented to allowair flow into the inlet chamber 82 from the inlet cover 90, but preventair flow in the opposite direction. An outlet reed valve assembly 89 andscavenge pump outlet cover 91 are mounted to the outlet chamber 86. Theoutlet cover 91 includes an air intake passage 93 that leads from theoutlet reed valve assembly 89 to the air intake channel 31 of the firstcylinder jacket 18 via the intake air passage 72 in the first air belt60. Reed valves 95 in the outlet reed valve assembly 89 are oriented toallow airflow out of the outlet chamber 86 to the air intake passage 93,but prevent airflow in the opposite direction.

The second piston/cylinder assembly 114 includes a second cylinderjacket 118, which mounts to the hydraulic pump block assembly 12. Thesecond cylinder jacket 118 includes a second exhaust gas scroll 120 thatis located adjacent to the hydraulic pump block assembly 12. Theinterior of the second exhaust gas scroll 120 defines an inner exhaustchannel 122 that extends circumferentially around the second cylinderjacket 118 and radially outward to a second exhaust flange 124. Theexhaust flange 124 is adapted to connect to the exhaust system (notshown), discussed briefly above. The second cylinder jacket 118 also hasa coolant inlet 126, which is located adjacent to the hydraulic pumpblock assembly 12, and extends into a generally circumferentiallyextending coolant passage 128. The coolant inlet 126 connects to thecoolant cooling system (not shown).

At the opposite end of the second cylinder jacket 118 from the exhaustgas scroll 120 is a circumferentially extending air intake annulus 130,the interior of which defines an intake channel 131. Adjacent to the airintake annulus 130, the second cylinder jacket 118 forms a fuel injectorboss 132, within which a second fuel injector 134 is mounted. The secondfuel injector 134 is electrically connected to the electronic controller35, which provides a signal for controlling the timing and duration offuel injector opening. The second fuel injector 134 also connects to thefuel injector rail 37, which supplies fuel from the fuel system 39. Thefuel system 39 may include, for example, a fuel tank, fuel pump and fuellines leading to the fuel rail. Preferably, the fuel injector rail 37also includes a fuel pressure sensor 141 that is electrically connectedto the controller 35.

About mid-way between the second exhaust gas scroll 120 and the intakeannulus 130, the second cylinder jacket 118 forms a pressure sensormounting boss 136, within which is mounted a second cylinder pressuresensor 138. Both the fuel injector boss 132 and the sensor mounting boss136 extend through the second cylinder jacket 118 to a main bore 140that extends the length of the second cylinder jacket 118. The coolantpassage 128, inner exhaust channel 122 and the air intake annulus 130are all open into the main bore 140 as well.

The second piston/cylinder assembly 114 also includes a second cylinderliner 142, which extends through and is preferably press fit in mainbore 140 of the second cylinder jacket 118. The second cylinder liner142 includes a cylindrical shaped main bore extending therethrough thatdefines the second engine cylinder 144. The central axis of the secondengine cylinder 144 is preferably along the axis of motion. The secondcylinder liner 142 also includes a series of circumferentially spacedexhaust ports 146, which extend between and connect the second enginecylinder 144 and the inner exhaust channel 122 of the second cylinderjacket 18.

Adjacent to the exhaust ports 146, the second cylinder liner 142 abutsthe coolant passage 128 in the second cylinder jacket 118. This coolantpassage 128 connects to a series of spaced, helical ribs 148 that extendfrom the second cylinder liner 142 and abut the main bore 140 of thesecond cylinder jacket 118 to form a series of cylinder coolant passages150. Within these ribs 148, a cylinder pressure tap boss 152 extendsfrom the second engine cylinder 144 to the sensor mounting boss 136 onthe second cylinder jacket 118. This allows the second cylinder pressuresensor 138 to be exposed to the second engine cylinder 144, whilesealing the sensor 138 from the engine coolant.

A fuel injector bore aligns with the fuel injector boss 132 and extendsthrough the ribs 148 to the second engine cylinder 144. This allows thesecond fuel injector 134 to extend through to the second engine cylinder144 and directly inject fuel therein.

The second cylinder liner 142 also has a series of circumferentiallyspaced air intake ports 156, aligned with the air intake annulus 130 ofthe second cylinder jacket 118 and opening into the second enginecylinder 144. In the same way as with the first engine cylinder, the airintake ports 156 are adjacent to the fuel injector bore, with the fuelinjector 134 angled so that the fuel is sprayed in the general directionof the air intake ports 56. Also adjacent to the air intake ports 156,is a series of spaced oil mist holes 158, which are locatedcircumferentially around the second cylinder liner 142.

The second piston/cylinder assembly 114 also includes a second air belt160. The air belt 160 is mounted about the second cylinder liner 142,abutting the second cylinder jacket 118 at the location of the airintake annulus 130. An oil inlet tube 162 projects from and extendsthrough the second air belt 160, connecting to an oil mist annulus 164.The oil mist annulus 164 abuts and extends circumferentially around thesecond cylinder liner 142 at the location of the oil mist holes 158. Theoil inlet tube 162 preferably connects to the oil mister (not shown), inorder to provide an oil and air mixture to the oil mist annulus 164.

Also abutting and extending circumferentially around the second cylinderliner 142 is a coolant annulus 166. The coolant annulus 166 connects tothe cylinder coolant passages 150 and also to a coolant outlet 168extending from the second air belt 160. This coolant outlet 168 connectsto the coolant cooling system (not shown), discussed above. The secondair belt 160 also has a pair of pull rod passages 170 and an intake airpassage 172 that are in communication with the air intake annulus 130 ofthe second cylinder jacket 118.

The second piston/cylinder assembly 114 also incorporates a secondscavenge pump 174. The scavenge pump 174 includes a scavenge pumphousing 176 that mounts to the second air belt 160 and around the end ofthe second cylinder liner 142. The scavenge pump housing 176 has a mainpumping chamber 178, with inlet ports 180 leading to an inlet chamber182 and outlet ports 184 leading to an outlet chamber 186. The mainpumping chamber 178 is cylindrical in shape, with a generally ellipticalcross section. Mounted to the inlet chamber 182 is an inlet reed valveassembly 188 and a scavenge pump inlet cover 190. The inlet cover 190includes an air inlet 192, which preferably connects to the inletmanifold (not shown) that preferably receives air from some type of asupercharger or turbocharger (not shown). Reed valves 194 in the inletreed valve assembly 188 are oriented to allow air flow into the inletchamber 182 from the inlet cover 190, but prevent air flow in theopposite direction.

An outlet reed valve assembly 189 and scavenge pump outlet cover 191 aremounted to the outlet chamber 186. The outlet cover 191 includes an airintake passage 193 that leads from the outlet reed valve assembly 189 tothe air intake channel 131 of the second cylinder jacket 118 via theintake air passage 172 in the second air belt 160. Reed valves 195 inthe outlet reed valve assembly 189 are oriented to allow air flow out ofthe outlet chamber 186 to the air intake passage 193, but prevent airflow in the opposite direction.

Contained within the two piston/cylinder assemblies 14 and 16 are twopiston assemblies—an inner piston assembly 200 and an outer pistonassembly 250. The inner piston assembly 200 has a first inner piston 202that is mounted within the first engine cylinder 44, with the head 210of the first inner piston 202 facing away from the hydraulic pump blockassembly 12, and the rear 211 facing toward the hydraulic pump blockassembly 12. The first inner piston 202 mounts within the first enginecylinder 44 with a small clearance between its outer diameter and thewall of the first engine cylinder 44. Accordingly, the first innerpiston 202 also preferably includes three ring grooves about itsperiphery, with the first groove receiving a first compression ring 204,the second receiving a second compression ring 206 and the thirdreceiving an oil control ring 208. All three of the rings 204, 206, and208 are sized to seal against the wall of the first engine cylinder 44.

The first inner piston 202 also preferably includes a series ofgenerally axially extending bores 212—extending from the rear 211 of thepiston 202 toward the head 210. Each bore 212 is preferably partiallyfilled with a sodium compound and has a cap 214 for sealing the sodiumcompound in the bore 212.

The inner piston assembly 200 further includes a second inner piston 220that is mounted within the second engine cylinder 144, with the head 222of the second inner piston 220 facing away from the hydraulic pump blockassembly 12 and the rear 223 facing toward the hydraulic pump blockassembly 12. The second inner piston 220 mounts within the second enginecylinder 144 with a small clearance between its outer diameter and thewall of the second engine cylinder 144. Accordingly, the second innerpiston 220 also preferably includes three ring grooves about itsperiphery, with the first groove receiving a first compression ring 224,the second receiving a second compression ring 226 and the thirdreceiving an oil control ring 228. All three of the rings 224, 226, and228 are sized to press and seal against the wall of the second enginecylinder 144.

The second inner piston 220 also preferably includes a series ofgenerally axially extending bores 230—extending from the rear 223 of theinner piston 220 toward the head 222. Each bore 230 is preferablypartially filled with a sodium compound and has a cap 232 for sealingthe sodium compound in the bore 230.

The first inner piston 202 includes a centrally located, axiallyextending bore 216 therethrough that receives a fastener 218, and thesecond inner piston 220 also includes a centrally located, axiallyextending bore 234 therethrough that receives a fastener 236. Thefasteners 218 and 236 are each threaded to respective ends of a push rod240, which extends through the hydraulic pump block assembly 12. Thepush rod 240, being fixed to each inner piston 202 and 220, causes thetwo pistons 202 and 220 to move in unison, preferably along the axis ofmotion. The push rod 240 also includes an enlarged diameter region,which forms an inner plunger 242. The inner plunger 242 is locatedmidway between the two pistons 202 and 220. The purpose of the innerplunger 242 will be discussed below with reference to the hydraulic pumpblock assembly 12.

The inner piston assembly 200 also preferably includes a first guide rod244 and a second guide rod 245, with each extending through thehydraulic pump block assembly 12 to connect between the rear faces 211and 223 of the first and second inner pistons 202 and 220. The guiderods 244 and 245 keep the inner piston assembly 200 from rotating duringengine operation. Also, preferably, at least one, and more preferably,both of the guide rods 244 and 245 include position sensor indices thatcan be employed to determine the axial position of the inner pistonassembly 200 during engine operation. Such indices may take the form ofa first set of copper rings 246 fixed around the first guide rod 244.The second guide rod 245 also preferably includes indices, such as asecond set of cooper rings 247. The second guide rod 245 can then beemployed as part of a position calibration sensor for assuring that theposition sensor on the first guide rod 244 is reading the axial positionof the inner piston assembly 200 accurately.

The outer piston assembly 250 has a first outer piston 252 that ismounted within the first engine cylinder 44, with the head 254 of thefirst outer piston 252 facing toward the head 210 of the first innerpiston 202, and the rear 256 facing toward the first scavenge pump mainchamber 78. The first outer piston 252 mounts within the first enginecylinder 44 with a small clearance between its outer diameter and thewall of the first engine cylinder 44. Accordingly, the first outerpiston 252 also preferably includes three ring grooves about itsperiphery, with the first groove receiving a first compression ring 258,the second receiving a second compression ring 260 and the thirdreceiving an oil control ring 262. All three of the rings 258, 260, and262 are sized to seal against the wall of the first engine cylinder 44.

Mounted on the rear 256 of the first outer piston 252 is a first pistonbridge 264. The first piston bridge 264 moves with and essentially formsa portion of the first outer piston 252. The first piston bridge 264includes an outer, generally elliptical shaped portion 266 that is insliding contact with and seals against the wall of the main pumpingchamber 78 of the first scavenge pump 74. The minor diameter of theelliptical portion 266 is preferably slightly smaller than the diameterof the head 254 of the first outer piston 252, while the major diameterof the elliptical portion 266 is significantly larger than the diameterof the head 254. A first pull rod boss 268 and a second pull rod boss269 are located along the major diameter of the elliptical portion 266,radially outward of the outer diameter of the first outer piston 252.

A guide post boss 270 is located in the center of the first pistonbridge 264, centered on the axis of motion for the first outer piston252. A first guide post 271 is fixed to and extends from the firstscavenge pump housing 76. The first guide post 271 has a generallycylindrical outer surface that is centered about an extends parallel tothe axis of motion. This outer surface just slips within the guide postboss 270 in order to allow the guide post boss 270 to telescopicallyslide along the first guide post 271. Since the first guide post 271 isfixed, its position can be located accurately relative to the firstengine cylinder 44. The first guide post 271, then, will allow for veryaccurate orientation of the first piston bridge 264 and hence the firstouter piston 252 relative to the first engine cylinder 44.

The guide post boss 270, then, will slide on the guide post 271 duringengine operation, maintaining proper orientation of the first outerpiston 252 as it reciprocates in the first engine cylinder 44 so theonly the piston rings 258, 260 and 262 are in contact with the wall ofthe first engine cylinder 44. This generates only a relatively smallamount of friction since generally only the piston rings 258, 260, and262 and guide post boss 270 are in sliding contact with other surfaces,while the outer surface of the first outer piston 252 moves withoutbeing in contact with the wall of the first engine cylinder 44.

The outer piston assembly 250 also has a second outer piston 275 that ismounted within the second engine cylinder 144, with the head 276 of thesecond outer piston 275 facing toward the head 222 of the second innerpiston 220, and the rear 277 facing toward the second scavenge pump mainchamber 178. The second outer piston 275 mounts within the second enginecylinder 144 with a small clearance between its outer diameter and thewall of the second engine cylinder 144. Accordingly, the second outerpiston 275 also preferably includes three ring grooves about itsperiphery, with the first groove receiving a first compression ring 278,the second receiving a second compression ring 279 and the thirdreceiving an oil control ring 280. All three of the rings 278, 279, and280 are sized to seal against the wall of the second engine cylinder144.

Mounted on the rear 277 of the second outer piston 275 is a secondpiston bridge 282. The second piston bridge 282 includes an outer,generally elliptical shaped portion 283 that is in sliding contact withand seals against the wall of the main pumping chamber 178 of the secondscavenge pump 174. The minor diameter of the elliptical portion 283 ispreferably slightly smaller than the diameter of the head 276 of thesecond outer piston 275, while the major diameter of the ellipticalportion 283 is significantly larger than the diameter of the head 276. Afirst pull rod boss 284 and a second pull rod boss 285 are located alongthe major diameter of the elliptical portion 283, radially outward ofthe outer diameter of the second outer piston 275.

A guide post boss 286 is located in the center of the second pistonbridge 282. A second guide post 287 is fixed to and extends from thesecond scavenge pump housing 176. The second guide post 287 has agenerally cylindrical outer surface that is centered about and extendsparallel to the axis of motion. The outer surface slips within the guidepost boss 286. With the second guide post 287 being fixed relative tothe second engine cylinder 144, it will accurately align the secondpiston bridge 282 and hence the second outer piston 275 relative to thesecond engine cylinder 144. The guide post boss 286, then, will slide onthe guide post 287 during engine operation, maintaining properorientation of the second outer piston 275 as it reciprocates in thesecond engine cylinder 144, so that the piston rings 278, 279 and 280are in contact with the wall of the second engine cylinder 144. Again,the friction will be minimized, while also allowing for proper guidingof the engine piston.

The second guide post 287 also forms part of a position sensor assembly288. The position sensor assembly 288 includes a sensor rod 289, whichhas at least one index location 290, affixed to and slidable with thesecond outer piston 275. A sensor 291 mounts about the sensor rod 289and extends through the second scavenge pump housing 176, where anelectrical connector 292 will connect the sensor 291 to the electroniccontroller 35. The controller 35 can use the output from the sensor 291to determine the position and velocity of the outer piston assembly 250.

The outer piston assembly 250 also includes a first pull rod 293 and asecond pull rod 294. The first pull rod 293 connects between the firstpull rod boss 268 on the first piston bridge 264 and the first pull rodboss 284 on the second piston bridge 282. Since the bridges 264 and 282are elliptical, the first pull rod 293 can couple them together andallow for movement parallel to the axis of motion without interferingwith the operation of the engine cylinders.

The first pull rod 293 includes an enlarged diameter region, which formsa first outer plunger 295. The first outer plunger 295 is located in thehydraulic pump block assembly 12 mid-way between the first piston-bridge264 and the second piston-bridge 282. A first pull rod sleeve 272extends about the first pull rod 293 between the hydraulic pump blockassembly 12 and the first cylinder jacket 18, and a second pull rodsleeve 273 extends about the first pull rod 293 between the hydraulicpump block assembly 12 and the second cylinder jacket 118. The pull rodsleeves 272 and 273 assure that the first pull rod 293 is entirelyenclosed by engine components, thus preventing contaminants fromcontacting and interfering with the operation of the first pull rod 293.

The second pull rod 294 connects between the second pull rod boss 269 onthe first piston bridge 264 and the second pull rod boss 285 on thesecond piston bridge 282. The second pull rod 294 includes an enlargeddiameter region, which forms a second outer plunger 296. The secondouter plunger 296 is located in the hydraulic pump block assembly 12mid-way between the first piston-bridge 264 and the second piston-bridge282. A third pull rod sleeve 274 extends about the second pull rod 294between the hydraulic pump block assembly 12 and the first cylinderjacket 18, and preferably a position sensing pull rod sleeve 281 extendsabout the second pull rod 294 between the hydraulic pump block assembly12 and the second cylinder jacket 118. The pull rod sleeves 274 and 281assure that the second pull rod 294 is entirely enclosed by enginecomponents, thus preventing contaminants from contacting and interferingwith the operation of the second pull rod 294.

Additionally, the second pull rod 294 preferably includes spaced copperrings 298 mounted thereon and located within the position sensing pullrod sleeve 281. The position sensing pull rod sleeve 281 preferablyincludes a sensor assembly 297 located in close proximity to the copperrings 298. The sensor assembly 297 is then connected to the controller35, and will detect the position of the copper rings 298. The controller35 can then use the output from the sensor assembly 29 to calibrate theother sensor 291, thus assuring an accurate measurement of the positionand velocity of the outer piston assembly 250.

It is preferable for the engine 10 to be balanced in order to assureoptimal operating characteristics. For the engine to be balanced, thetotal mass of the outer piston assembly 250—that is, all of the partsthat move with the outer pistons 252 and 275—must equal the total massof the inner piston assembly 200—that is, all of the parts that movewith the inner pistons 202 and 220. Also, preferably, for a balancedengine, the hydraulic area of the inner plunger 242 of the push rod 240is equal to the sum of the hydraulic areas of the outer plungers 295 and296 of the pull rods 292 and 294—with the hydraulic area of the firstouter plunger 295 being equal to the hydraulic area of the second outerplunger 296. Accordingly, the materials for the different components inthe piston assemblies 200 and 250 are chosen to assure adequate thermaland strength characteristics while also balancing the masses of theassemblies. For example, the inner pistons 202 and 220, and the push rod240 may be made of cast iron, the pull rods 293 and 294 also made ofcast iron, while the outer pistons 252 and 275 are made of aluminum andthe elliptical shaped bridges 264 and 282 are made of steel. Although,other suitable materials may be employed, if desired.

As discussed above, the hydraulic pump block assembly 12 mounts betweenthe first piston/cylinder assembly 14 and the second piston/cylinderassembly 16. It includes a pump block 302, preferably made of steel,through which various hydraulic porting and passages, coolant passagesand lubrication oil sump and passages are formed.

The pump block 302 includes a push rod bore 304 through which the pushrod 240 extends. The inner plunger 242 seals circumferentially aroundthe push rod bore 304. Both ends of the central bore 304 also sealagainst the push rod 240—one end employing a seal plug 309 to create theseal. These seals form an inner pumping chamber 306 on one side of theinner plunger 242 and an inner coupler-pumping chamber 308 on the otherside of the inner plunger 242.

The pump block 302 also includes a first pull rod bore 310 through whichthe first pull rod 293 extends, and a second pull rod bore 312 throughwhich the second pull rod 294 extends. The first outer plunger 295 sealscircumferentially around the first pull rod bore 310 and the secondouter plunger 296 seals circumferentially around the second pull rodbore 312. The first pull rod bore 310 is shaped to seal, at each end,against the first pull rod 293, with a seal plug 311 again employed atone end for sealing. The pull rod bore 310, in conjunction with thefirst pull rod 293, forms a first outer pumping chamber 314 on one sideof the first outer plunger 295, and a first outer coupler pumpingchamber 316 on the other side of the first outer plunger 295. The secondpull rod bore 312 is shaped to seal, at each end, against the secondpull rod 294, with a seal plug 313 again employed at one end forsealing. The second pull rod bore 312, in conjunction with the secondpull rod 294, forms a second outer pumping chamber 318 on one side ofthe second outer plunger 296, and a second outer coupler pumping chamber320 on the other side of the second outer plunger 296.

The inner coupler-pumping chamber 308 and the first outer couplerpumping chambers 316 are connected with a first cross connecting passage322. In addition, the inner coupler pumping chamber 308 and the secondouter coupler pumping chamber 320 are connected with a second crossconnecting passage 323. Consequently, the three-coupler pumping chambers308, 316 and 320 are always in open fluid communication with each other.

A low-pressure passage 324, with a restriction 326, leads from thesecond cross connecting passage 323 to a first coupler adjustment valve328. The first coupler adjustment valve 328 is connected to thelow-pressure reservoir 330 side of the hydraulic system 329. It can beswitched between a position that allows fluid flow from the second crossconnecting passage 323 to the low pressure reservoir 330, and a positionthat blocks such fluid flow. A high-pressure passage 332, with arestriction 334, leads from the first cross connecting passage 322 to asecond coupler adjustment valve 336. The second coupler adjustment valve336 is connected to the high-pressure reservoir 338 side of thehydraulic system 329. It can be switched between a position that allowsfluid flow from the high pressure reservoir 338 to the first crossconnecting passage 322, and a position that blocks such fluid flow. Thefirst and second coupler adjustment valves 328 and 336 are electricallyconnected to and operated by the electronic controller 35.

A resonator passage 340 extends between the second cross connectingpassage 323 and a Helmholtz resonator 342, which is mounted on the pumpblock 302. The Helmholtz resonator 342 is tuned to damp pulsations thatoccur as the fluid flows back and forth between the coupler pumpingchambers 308, 316 and 320 through the cross connecting passages 322 and323. The Helmholtz resonator 342 may be eliminated from the engine 10,if so desired.

These cross connecting passages 322 and 323, together with the hydrauliccomponents connected to them, form a hydraulic circuit thathydraulically couples the movement of the inner piston assembly 200 withthe outer piston assembly 250. Since, with the coupler adjustment valves328 and 336 closed, the volume in the coupler pumping chambers 308, 316and 320, and the cross connecting passages 322 and 323, is filled withan essentially incompressible liquid (such as hydraulic oil), thisvolume will remain constant. Also, as noted above, the inner plunger 242of the push rod 240 is sized to displace twice the volume of fluid (peramount of linear movement) as each of the outer plungers 295 and 296 ofthe pull rods 293 and 294, respectively. Consequently, if the innerpiston assembly 200 moves one millimeter to the right, displacing fluidout of the inner coupler pumping chamber 308, then the outer pistonassembly 250 must move one millimeter to the left, in order to receivethat amount of fluid in the two outer coupler pumping chambers 316 and320. This assures that, even though the motions of the inner pistonassembly 200 and the outer piston assembly 250 are not mechanicallyfixed, they will move in virtually exact opposition to each other.Consequently, the top dead center and bottom dead center positions forthe two piston assemblies 200 and 250 are reached simultaneously.

The first and second coupler adjustment valves 328 and 336 allow for theaddition or removal of some of the fluid from the couplers shouldleakage around any seals change the volume of the fluid retained in thecouplers. While this hydraulic system for coupling the piston assemblies200 and 250 has been described, other mechanisms for assuring that thepiston assemblies 200 and 250 move opposed to one another may beemployed if so desired.

The hydraulic pump block assembly 12 also includes a pair of oil inlets344 and 345 that extend through the pump block 302 to an oil sump 346located on the underside of the pump block 302. The oil sump 346 is opento various moving components in the pump block assembly 12 in order toallow for splash lubrication of the moving components—particularly theportion of the cylinder walls 44 and 144 along which the first andsecond inner pistons 202 and 220 slide. The oil sump 346 also includesan oil return outlet 348. The oil inlets 344 and 345, and the oil returnoutlet 348 are connected to the oil supply system (not shown). The oilsump 346 also allows for air to move back and forth behind the innerpistons 202 and 220 as they reciprocate during engine operation.

Two coolant inlets 350 are mounted on the bottom of the pump block 302.The coolant inlets 350 connect to a series of coolant passages 352 thatextend throughout the pump block 302, which then connect to two coolantoutlets 354 mounted on the top of the pump block 302. The coolant inlets350 and the coolant outlets 354 connect to the coolant cooling system(not shown). The coolant flowing through the pump block 302 will assurethat the moving parts do not overheat during engine operation.

The hydraulic pump block assembly 12 also includes a low pressure rail356, mounted on top of the pump block 302, that includes a low pressurerail port 358 connected through a hydraulic line to the low pressurereservoir 330. The low pressure rail 356 opens to three sets of one-waylow pressure check valves, an inner set 360, a first outer set 362 and asecond outer set 363. The inner set of check valves 360 connects througha passage 364 to the inner pumping chamber 306, with the valve set 360only allowing fluid flow from the low pressure rail 356 to the innerpumping chamber 306. The first outer set of check valves 362 connectsthrough a passage 365 to the first outer pumping chamber 314, with thevalve set 362 only allowing fluid flow from the low pressure rail 356 tothe first outer pumping chamber 314. The second outer set of check vales363 likewise connects through a passage 366 to the second outer pumpingchamber 318, with the valve set 363 only allowing fluid flow from thelow pressure rail 356 to the second outer pumping chamber 318. While theinner set of check valves 360 includes four individual valves and eachof the outer sets of check valves 362 and 363 includes two valves,different numbers of individual valves can be employed, if so desired.But preferably, the inner set 360 provides for twice the valve open areaas each of the outer sets 362 and 363 since the inner plunger 242 hastwice the pumping capacity as either of the outer plungers 295 and 296.

A high pressure rail 368 mounts to the bottom of the pump block 302 andincludes a high pressure rail port 369 connected through a hydraulicline to the high pressure reservoir 338. The high pressure rail 368opens to three one-way high pressure check valves, an inner check valve370, a first outer check valve 371 and a second outer check valve 372.The inner check valve 370 connects to the inner pumping chamber 306 viaa fluid passage 373, with the check valve 370 only allowing fluid flowfrom the inner pumping chamber 306 to the high pressure rail 368. Thefirst outer check valve 371 connects to the first outer pumping chamber314 via a fluid passage 374, with the check valve 371 only allowingfluid flow from the first outer pumping chamber 314 to the high pressurerail 368. The second outer check valve 372 connects to the second outerpumping chamber 318 via a fluid passage 375, with the check valve 372only allowing fluid to flow from the second outer pumping chamber 318 tothe high pressure rail 368. Again, the inner check valve 370 preferablyhas twice the opening area as each of the outer check valves 371 and372.

The low pressure rail 356 preferably includes a pressure sensor 376mounted therein for measuring the pressure of the fluid in thelow-pressure rail 356. The high-pressure rail 368 likewise preferablyincludes a pressure sensor 377 mounted therein for measuring thepressure of the fluid in the high-pressure rail 368. Both of thepressure sensors 376 and 377 are electrically connected to theelectronic controller 35, for receiving and processing the pressuresignals.

Mounted on top of the pump block 302, adjacent to the low-pressure rail356, is a hydraulic starting and control valve 379. This hydraulicstarting and control valve 379 is only shown schematically herein, butis preferably a hydraulic valve such as, for example, a Moog hydrauliccontrol valve part number 35-196-4000-I-4PC-2-VIT, made by Moog Inc. ofEast Aurora, N.Y. The control valve 379 engages four ports on the pumpblock 302, a high pressure port 380, a low pressure port 381, an innerpumping chamber port 382 and an outer pumping chamber port 383. Thehigh-pressure port 380 is connected through a fluid passage to thehigh-pressure rail 368, and the low-pressure port 381 is connectedthrough a fluid passage to the low pressure rail 356. The inner pumpingchamber port 382 connects through a first starting/spilling fluidpassage 384 to the inner pumping chamber 306, while the outer pumpingchamber port 383 connects through a second starting/spilling fluidpassage 385 to the two outer pumping chambers 314 and 318.

The control valve 379 can operate to hydraulically connect the highpressure port 380 with the inner pumping chamber port 382, while at thesame time connecting the low pressure port 381 with the outer pumpingchamber port 383. The control valve 379 can also operate tohydraulically connect the low pressure port 381 with the inner pumpingchamber port 382, while at the same time connecting the high pressureport 380 with the outer pumping chamber port 383. Under a thirdoperating condition, the control valve 379 will block the flow ofhydraulic fluid between the high and low pressure ports 380 and 381 andboth the inner and the outer pumping chamber ports 382 and 383. Theelectronic controller 35 preferably controls which operating state thecontrol valve 379 is in.

The hydraulic pump block assembly 12 may also include piston stoppers,which set a maximum distance at each end of travel for the pistons.These stops may be needed due to the fact that the piston motion isdetermined by a balance of the forces—rather than a fixed mechanicalpath—for a free piston engine. Piston stops for the inner pistonassembly 200 preferably include radially stepped portions 388 spaced oneither side of the inner plunger 242 of the push rod 240, with matchingstops 389 located at each end of the central bore 304—on the pump block302 and the seal plug 309. The relative position of the stepped portions388 to the stops 389 will determine the maximum travel of the innerpiston assembly 200 in either direction. If the stepped portions 388engage the stops 389, the piston motion in that direction will stop.

Piston stops for the outer piston assembly 250 preferably includeradially stepped portions 390 and 391 spaced on either side of the outerplungers 295 and 296 of the first and second pull rods 293 and 294,respectively. The pump block 302 and seal plugs 311 and 313, in asimilar fashion to the inner piston assembly 200, will include matchingstops 392 and 393, located on opposite ends of the first and second pullrod bores 310 and 312, respectively.

As an alternative, the piston stops may be eliminated. With thisconfiguration, the head 210 of the first inner piston 202 hitting thehead 254 of the first outer piston 252 will act as a stop in onedirection, while the head 222 of the second inner piston 220 hitting thehead 276 of the second outer piston 275 will act as a stop in the otherdirection. While this may at first seem undesirable, the piston headshave relatively large surface areas for contact, and, the pressurewithin the cylinder where the pistons are acting as stops will risedramatically just prior to collision, thus slowing the speed at impact.

The hydraulic pump block assembly 12 also preferably includes a pair ofposition sensors. A first position sensor 395 is mounted in the pumpblock 302 surrounding the portion of the first guide rod 244 thatincludes the first set of copper rings 246. Preferably, a secondposition sensor 396 is mounted in the pump block 302 surrounding theportion of the second guide rod 245 that includes the second set ofcopper rings 247. The position sensors 395 and 396 are electricallyconnected and provide position signals to the electronic controller 35.With the sensor information from the first position sensor 395, theelectronic controller 35 can determine the position and velocity of theinner piston assembly 200. The information from the second positionsensor 396 is preferably used for calibration of the first positionsensor 395.

The operation of the engine 10 will now be described. Since this engine10 is a free piston engine, the piston motion is determined by a balance(equilibrium) of forces acting on the piston assemblies 200 and 250. Forexample, the major forces are generally in-cylinder pressures of theopposed engine cylinders 44 and 144, the friction created by the variousmoving parts, the air scavenging, the inertia of the moving pistonassemblies 200 and 250, and any loads caused by the plungers 242, 295and 296. Consequently, the piston assemblies 200 and 250 each mustreceive input forces at the appropriate time and amount in order tocause sustained reciprocal piston motion. This reciprocal motion must besufficient to obtain the needed compression in the cylinders 44 and 144for the combustion process. By employing inputs to control the motion ofthe piston assemblies 200 and 250, especially near the end of travel foreach stroke, the piston top dead center positions, and hence thecompression ratio, can be controlled. Moreover, the ability to vary thecompression ratio makes HCCI combustion much more feasible, since thecompression ratio needed to cause combustion can vary based on engineoperating conditions. Since the balance of forces must be preciselytimed and controlled, the electronic controller 35 monitors and actuatesthe engine components that are critical for efficient and sustainedengine operation.

Prior to engine start-up, the high-pressure reservoir 338 of thehydraulic system 329 retains a hydraulic fluid under a relatively highpressure, which may be, for example, 5,000 to 6,000 pounds per squareinch (PSI). The low-pressure reservoir 330 of the hydraulic system 329retains hydraulic fluid under a relatively low pressure, which may be,for example, 50 to 60 PSI.

Upon initiation of the engine starting process, the electroniccontroller 35 energizes the starting and control valve 379, alternatingbetween a first valve position with the high pressure port 380 open tothe inner pumping chamber port 382 and the low pressure port 381 open tothe outer pumping chamber port 383, and a second valve position with thehigh pressure port 380 open to the outer pumping chamber port 383 andthe low pressure port 381 open to the inner pumping chamber port 382.

In the first valve position of the control valve 379, fluid from thehigh pressure reservoir 338 will be pushed into the inner pumpingchamber 306, causing the inner plunger 242 of the push rod 240, andhence the entire inner piston assembly 200, to begin moving to the right(as illustrated in the figures herein). This will cause the fluid in theinner coupler pumping chamber 308 to be pushed through the first andsecond cross connecting passages 322 and 323 and into the first andsecond outer coupler pumping chambers 316 and 320. This, in turn, willcause the first and second outer plungers 295 and 296 of the first andsecond pull rods 293 and 294, respectively, and hence the entire outerpiston assembly 250, to begin moving to the left (as illustrated in thefigures herein). As the outer piston assembly 250 moves to the left,fluid from the first and second outer pumping chambers 314 and 318 willbe pushed through the control valve 379 and into the low pressurereservoir 330.

This opposed movement of the two piston assemblies 200 and 250 willcause the first outer piston 252 and first inner piston 202 tosimultaneously move apart toward their bottom dead center positions inthe first engine cylinder 44, while the second outer piston 275 andsecond inner piston 220 will move simultaneously at one another towardtheir top dead center positions in the second engine cylinder 144. Bothpiston assemblies 200 and 250 move back and forth along a single, linearaxis of motion. The single axis of motion extends through the center ofthe two engine cylinders 44 and 144, as indicated by the double arrowsshown in the engine cylinders 44 and 144 in FIGS. 10 and 11.

In the second valve position of the control valve 379, fluid from thehigh pressure reservoir 338 will be pushed into the first and secondouter pumping chambers 314 and 318, causing the first and second outerplungers 295 and 296 of the first and second pull rods 293 and 294,respectively, and hence the entire outer piston assembly 250, to beginmoving to the right. This will cause the fluid in the first and secondouter coupler pumping chambers 316 and 320 to be pushed through thefirst and second cross connecting passages 322 and 323 and into theinner coupler pumping chamber 308. This will, in turn, cause the innerplunger 242 of the push rod 240, and hence the entire inner pistonassembly 200, to begin moving to the left. As the inner piston assembly200 moves to the left, fluid from inner pumping chamber 306 will bepushed through the control valve 379 and into the low pressure reservoir330.

This opposed movement of the two piston assemblies 200 and 250 willcause the first outer piston 252 and first inner piston 202 tosimultaneously move at one another toward their top dead centerpositions in the first engine cylinder 44, while the second outer piston275 and second inner piston 220 will move simultaneously away from oneanother toward their bottom dead center positions in the second enginecylinder 144.

By precisely and rapidly switching between the three valve positions ofthe starting and control valve 379, the piston assemblies 200 and 250can be made to alternately switch between causing compression in thefirst engine cylinder 44 and causing compression in the second enginecylinder 144. The electronic controller 35, by monitoring the positionsensors 288 and 395, determines the position and velocity of both pistonassemblies 200 and 250. The position and velocity information is thenemployed by the controller 35 to determine the appropriate timing forthe switching of the starting and control valve 379 in order cause thedesired amount of compression ratio in the engine cylinders 44 and 144.One can see from this discussion, then, that the starting and controlvalve 379 controls the movement of the piston assemblies 200 and 250 atengine start-up in a way that will cause the piston assemblies 200 and250 to move as needed for engine operation.

The engine 10 operates as a two stroke engine, and without any separatevalve system to open and close the intake and exhaust ports of theengine cylinders 44 and 144. Thus, the compression, combustion (whichincludes ignition), expansion, and gas exchange (which includes intakeand exhaust) of the fuel/air mixture is accomplished over two strokes ofthe pistons. This arrangement minimizes the number of moving parts aswell as minimizing the total package size of the engine 10.

The movement of the inner piston assembly 200 causes the inner pistons202 and 220 to selectively block and open the exhaust ports 46 and 146to the respective engine cylinders 44 and 144. The movement of the outerpiston assembly 250 causes the outer pistons 252 and 275 to selectivelyblock and open the intake ports 56 and 156 to the respective enginecylinders 44 and 144, as well as causing the piston bridges 264 and 282to charge the intake air. The movement of the outer piston assembly 250also causes the outer pistons 252 and 275 to selectively block andexpose the fuel injectors 34 and 134, respectively, to the enginecylinders 44 and 144. Consequently, the motion of the inner and outerpiston assemblies 200 and 250 caused by the starting and control valve379 provides the movement needed to bring air charges into the enginecylinders 44 and 144, allow for fuel to be supplied into the cylindersto mix with the charge air, and provide compression sufficient forcombustion to occur.

Preferably, the combustion process under normal operating conditions isa homogeneous charge, compression ignition (HCCI) type, which takesadvantage of the variable compression ratio capability of this engine 10to allow for this very high efficiency type of combustion. The HCCIprocess employs a homogeneous air/fuel charge mixture that isauto-ignited due to a high compression ratio; that is, pre-mixedfuel/air charges are compression heated to the point of auto-ignition(also called spontaneous combustion). With the auto-ignition caused bythe HCCI process, there are numerous ignition points throughout thefuel/air mixture to assure rapid combustion, which allows for lowequivalence ratios (the ratio of the actual fuel-to-air ratio to thestoichiometric ratio) to be employed since no flame propagation isrequired. This results in improved thermal efficiency while reducingpeak cylinder temperatures, significantly reducing the formation ofoxides of nitrogen versus the more conventional types of internalcombustion engines. Although, if so desired, spark plugs may be employedin each engine cylinder, with the engine operating as a spark ignitionengine.

More specifically, the intake, compression, combustion and exhaustevents will be described for the first engine cylinder 44 (being equallyapplicable to the second engine cylinder 144) during normal HCCI engineoperation. The movement of the first outer piston 252 charges the intakeair as well as determines the timing and duration of the air intakeports 56 and first fuel injector 34 being open to the first enginecylinder 44. As the first outer piston 252 moves toward its top deadcenter position, the volume in the main pumping chamber 78 of the firstscavenge pump 74 increases, causing air to be pulled in through theinlet reed valves 94.

After top dead center—typically after a combustion event—the movement ofthe first outer piston 252 reduces volume in the main pumping chamber78, causing the air to be compressed and forced out through the outletreed valves 95 and into the air intake passages 93 and 72 and the intakechannel 31. As the first outer piston 252 continues to move toward itsbottom dead center position, the electronic controller 35 willdetermine, from the position sensor 288, that the first outer piston 252has moved far enough to expose the first fuel injector 34 to the firstengine cylinder. The electronic controller 35 will then activate thefuel injector 34 for a time interval that is based upon the engine andhydraulic system operating conditions as well as the fuel pressuremeasured by the fuel pressure sensor 41. As the first outer piston 252continues toward its bottom dead center position, it will expose the airintake ports 56, allowing the compressed air to flow into the firstengine cylinder 44 from the intake channel 31. The incoming air willentrain and mix with the fuel sprayed into the incoming air charge. Thistiming of fuel injector and intake port opening generally allows for arelatively long mixing time for the air and fuel, which will tend tocreate a more homogeneous mixture. This homogeneous mixture is verydesirable for HCCI combustion. Preferably, the fuel injector 34 isconfigured to produce very fine fuel droplets in order to obtain a shortpenetration of the fuel in the cylinder. This will help to avoid wallwetting on the cylinder wall opposite the injector 34. Moreover, it isbelieved to be preferable that the nozzle 55 has a wide spray coneangle—even as high as ninety degrees. This is believed to help with themixing of fuel and air since the air flows in through the intake ports56 around the entire circumference of the engine cylinder 44. Also, theair intake ports 56 are preferably angled to create a swirl as the airenters the first engine cylinder 44, which is believed to furtherimprove the mixing of air and fuel. Due to the configuration of thefirst engine cylinder 44 and first outer piston 252, as well as thelocation of the fuel injector bore 54, it is likely that only a mediumpressure, low momentum injector may need to be employed. This type ofinjector is less costly than the high pressure fuel injectors typicallyrequired in a conventional direct injection system.

After reaching bottom dead center, the first outer piston 252 movestoward the top dead center position again. During this movement, thefirst outer piston 252 will close off the air intake ports 56 and thefuel injector bore 54 from the first engine cylinder 44. Since the fuelinjector bore 554 is blocked by the first outer piston 252 during aportion of the piston stroke, the fuel injection system needs to be ableto inject all of the needed fuel during the time bore 54 is exposed tothe first engine cylinder 44. The air/fuel charge is now compressed asthe first outer piston 252 continues to move toward the top dead centerposition. One will note that the first fuel injector 34 injects directlyinto the first engine cylinder 44, yet the nozzle 55 is not directlyexposed t the combustion event since it is covered by the first outerpiston 252 when the piston 252 is at or near top dead center. This isadvantageous because the nozzle 55 will not be exposed to the extremetemperatures and pressures that are present in the first engine cylinder44 early in the combustion event. Thus, being exposed only to therelatively lower temperatures and pressures later in each combustionevent, a less costly fuel injector may be employed.

The movement of the first inner piston 202 determines the timing andduration of the exhaust ports 46 being open to the first engine cylinder44. As the first inner piston 202 moves away from top deadcenter—typically after a combustion event—the piston 202 will move pastthe exhaust ports 46, allowing the exhaust gases to flow out through theexhaust ports 46. The exhaust gasses will then flow through the firstexhaust gas scroll 20 and out through rest of the exhaust system (notshown). After bottom dead center, the first inner piston 202 movestoward top dead center and, part of the way through this stroke, willcover the exhaust ports 46, effectively closing them. Any exhaust gassesthat have not flowed out through the exhaust ports 46 at this time willremain in the cylinder 44 as internal exhaust gas recirculation (EGR)during the next combustion event. Moreover, with the first inner piston202 covering the exhaust ports 46, the fresh fuel/air mixture will beprevented from flowing out into the exhaust system. This is a particularadvantage with this engine configuration—that is, with the intake ports56 and fuel injector bore 54 spaced a significant distance from theexhaust ports 46. As the first inner piston 202 continues to move towardtop dead center, the air/fuel charge is compressed, generally untilcombustion occurs.

Since the second engine cylinder 144 operates opposed to the firstengine cylinder 44, the combustion event in the first engine cylinder 44will cause the first inner and outer pistons 202 and 252 to be drivenapart while the combustion event in the second engine cylinder 144 willcause the first inner and outer pistons 202 and 252 to move toward oneanother (causing compression in the first cylinder 44), therebycontinually perpetuating the engine operating cycle. The self-sustainingoperation of the engine 10, then, is maintained by controlling the fuelinjection prior to each of the combustion events, taking into accountthe various engine and hydraulic system operating conditions. The fuelinjection control can be used to control the length of the pistonstroke, which must be enough to obtain the compression ratio needed forcombustion but avoid collisions with the piston stops. Of course, toallow for transient conditions, occasional non-combustion events, systemimbalances, and other factors, the starting and control valve 379 can beemployed at times, in combination with the fuel control, to correct thepiston motion. This includes assuring not only the appropriatecompression ratio is reached for the given engine operating conditions,but also that the auto-ignition occurs at or just after the top deadcenter positions in order to avoid wasting combustion energy changingthe direction of the motion of the piston assemblies 200 and 250.

During normal engine operation, as the combustion events cause thepiston assemblies 200 and 250 to reciprocate, the push rod 240 and pullrods 293 and 294 will drive the plungers 242, 295, and 296 back andforth in their respective bores 304, 310, and 312. As the inner pistonassembly 200 moves to the right (as seen in the figures), movement ofthe inner plunger will cause the inner set of low pressure check valves360 to open, allowing fluid from the low pressure rail 356 to be drawninto the inner pumping chamber 306. The fluid leaving the low-pressurerail 356 is replenished from the low-pressure reservoir 330. The amountof fluid maintained within the low pressure rail 356 and the ability ofthe low pressure reservoir 330 to refill the low pressure rail 356 mustbe sufficient to maintain the fluid flow through the sets of lowpressure check valves. Otherwise, cavitation problems can occur.

At the same time, the outer piston assembly 250 moves to the left, withthe outer plungers 295 and 296 causing the fluid in the first and secondouter pumping chambers 314 and 318 to be pumped through the first andsecond outer high pressure check valves 371 and 372 to the high pressurerail 368. This displaces fluid into the high pressure reservoir 338.This fluid under pressure in the high-pressure reservoir 338 is thenavailable as a stored energy source for the engine operation as well asdriving other components and systems. Since the hydraulic fluid energyavailable is a function of the pressure level and the amount ofhydraulic fluid flow, one can use the desired energy output whendeciding upon the piston stroke, the piston frequency and/or thedimensions of the hydraulic fluid plungers when initially laying out thedimensions for the engine. For the piston frequency, generally, thehigher the mass of the moving piston assemblies, the lower the optimaloperating frequency of the engine.

During the engine stroke that causes the inner piston assembly 200 tomove to the right, the inner plunger 242 pumps fluid from the innercoupler-pumping chamber 306 to the two outer coupler-pumping chambers316 and 320. As discussed above, this allows the two-piston assemblies200 and 250 to maintain an opposed motion to one another. If theposition sensors 288 and 395 detect that the two piston assemblies 200and 250 are not centered appropriately in the engine cylinders, then oneof the coupler adjustment valves 328 and 336 can be activated to correctfor the offset.

During the following engine stroke, as the inner piston assembly 200moves to the left, the fluid pressure created by the inner plunger 242will open the inner high pressure check valve 370, forcing fluid to flowto the high pressure rail 368 and on to the high pressure reservoir 338.The outer piston assembly 250 simultaneously moves to the right, withthe outer plungers 295 and 296 causing fluid to be drawn from the lowpressure rail 356 through the first and second outer sets of lowpressure check valves 362 and 363. During this engine stroke, the outerplungers 295 and 296 also pump fluid from the outer coupler pumpingchambers 316 and 320 to the inner coupler pumping chamber 306.

Accordingly, since the inner piston assembly 200 and outer pistonassembly 250 always move opposed to one another—and hence the innerplunger 242 always moves opposed to the two outer plungers 295 and296—each stroke of the engine provides only for either the inner plunger242 or the outer plungers 295 an 296 to pump fluid to the high pressurereservoir 338. The opposite stroke direction in each case will operateto pump fluid around in the coupling system. If, on the other hand, onedesires to obtain pumping action into the high pressure reservoir inboth directions for both the inner and outer plungers 242, 295 and 296,then a different type of coupling system should be employed.

In addition to the operation of the subsystems that are internal to theengine, of course, the external systems will also function during engineoperation as needed to maintain the operation of the engine 10. Thus,the cooling system will pump coolant through the coolant passages 28,50, 66, 128, 150, 166, and 352 as needed in order to assure that enginecomponents do not overheat. Also, the fuel system 39 will store andprovide fuel to the fuel injectors 34 and 134 at the desired pressure.The electrical system will provide electrical power to the controller35, sensors and other components requiring electrical power to operate.The oil supply system will provide lubricating oil to the engine asneeded for providing lubrication to certain components. And, the airintake system will provide air to the air inlets 92 and 192 as neededduring engine operation.

Although the fluid employed for the energy storage medium and thecontrol valve has been disclosed as hydraulic oil, other suitable fluidsmay also be employed if so desired. For example, the fluid may be a gas,with a pneumatic energy storage system for the reservoirs. The fluid maybe a refrigerant that can be in the liquid or gaseous state. In both ofthese examples, since the fluid is no longer a liquid (being generallyincompressible), the coupling system employed to assure the opposedmotion of the two piston assemblies would also change. However, the OPOCfree piston engine configuration, especially one employing HCCIcombustion, can still be used to produce the energy stored in the fluidenergy storage medium.

Moreover, while the exemplary embodiment of an OPOC free piston enginediscussed in detail herein employs a hydraulic fluid as the energystorage and control medium, the OPOC free piston engine that may employlinear alternators for engine control and electrical energy production.The hydraulic pump block assembly would be replaced with a linearalternator assembly, with the pull and push rods forming a part of ordriving linear alternator components. The piston/cylinderassemblies—including scavenge pumps—would operate to produce energy fromcombustion events to drive the linear alternators. So, HCCI combustion,with the desired high quantities of charge air, can still be employedwith the OPOC free piston engine coupled to a linear alternator, as ispreferred for maximizing the power density of the engine.

While certain embodiments of the present invention have been describedin detail, those familiar with the art to which this invention relateswill recognize various alternative designs and embodiments forpracticing the invention as defined by the following claims.

1. A free piston engine comprising: an energy generation and controlassembly having a first side; a first combustion cylinder assemblylocated adjacent to the first side and including a first cylinder linerhaving a generally cylindrical wall that defines a first enginecylinder, which is centered about an axis of motion, and with the wallincluding at least one intake port and a fuel injector bore, adjacent tothe at least one intake port, extending therethrough; a fuel injectorhaving an injector nozzle and being mounted to the engine such that theinjector nozzle is located in the fuel injector bore; a piston assemblyincluding a first piston having a head portion, an opposed rear portionand a cylindrical side wall extending therebetween, with the cylindricalside wall generally centered about and extending in the direction of theaxis of motion, and with the first piston being located andtelescopically slidable within the first engine cylinder along the axisof motion a generally predetermined distance that defines a pistonstroke; and wherein the locations in the wall of the at least one intakeport and the fuel injector bore are such that the cylindrical side wallwill cover the at least one intake port and the fuel injector bore foronly a portion of the piston stroke.
 2. The free piston engine of claim1 wherein the fuel injector is oriented such that the injector nozzle isangled toward the at least one intake port.
 3. The free piston engine ofclaim 1 wherein the fuel injector includes a spray angle for fuel thatis about ninety degrees.
 4. The free piston engine of claim 1 whereinthe at least one intake port is a plurality of circumferentially spacedintake ports.
 5. The free piston engine of claim 1 further including aninner piston assembly including an inner piston located andtelescopically slidable within the first engine cylinder along the axisof motion and having a head portion that faces the first piston, and aninner rod mounted to the inner piston and operatively engaging theenergy generation and control assembly; and wherein the head portion offirst piston faces the head portion of the inner piston, and the portionof the first engine cylinder located between the head portion of thefirst piston and the head portion of the inner piston defines acombustion chamber; and wherein the fuel injector bore is exposed to thecombustion chamber only when the first piston is spaced a predetermineddistance from the inner piston.
 6. The free piston engine of claim 5wherein the piston assembly further includes an outer rod mounted to thefirst piston and operatively engaging the energy generation and controlassembly.
 7. The free piston engine of claim 5 wherein the wall includesat least one exhaust port extending therethrough, and the inner pistonincludes a cylindrical side wall adjacent to the wall and istelescopically slidable in the first engine cylinder along the axis ofmotion a generally predetermined distance that defines an inner pistonstroke, and the location of the at least one exhaust port is such thatthe cylindrical side wall of the inner piston will cover the at leastone exhaust port for a portion of the inner piston stroke.
 8. The freepiston engine of claim 1 wherein: the energy generation and controlassembly further includes a second side in opposed relation to the firstside; the engine further includes a second combustion cylinder assemblylocated adjacent to the second side and including a second cylinderliner having a second generally cylindrical wall that defines a secondengine cylinder, which is centered about the axis of motion, and withthe second wall including at least one second cylinder intake port andsecond fuel injector bore, adjacent to the at least one second cylinderintake port, extending therethrough; the engine further includes asecond fuel injector having a second injector nozzle and being mountedto the engine such that the second injector nozzle is located in thesecond fuel injector bore; and the piston assembly further includes asecond piston having a second head portion, an opposed second rearportion and a second cylindrical side wall extending therebetween, withthe second cylindrical side wall generally centered about and extendingin the direction of the axis of motion, and with the second piston beinglocated and telescopically slidable within the second engine cylinderalong the axis of motion a generally predetermined distance that definesa second piston stroke, wherein the locations in the second wall of theat least one second cylinder intake port and the second fuel injectorbore are such that the second cylindrical side wall will cover the atleast one second cylinder intake port and the second fuel injector borefor only a portion of the piston stroke.
 9. The free piston engine ofclaim 8 wherein the piston assembly further includes an outer rodmounted to the first piston and the second piston and operativelyengaging the energy generation and control assembly.
 10. The free pistonengine of claim 1 further including a position sensor operativelyengaging the piston assembly and a controller in communication with theposition sensor such that the controller can determine when thecylindrical side wall is covering the fuel injector bore.
 11. A freepiston engine comprising: an energy generation and control assemblyhaving a first side; a first combustion cylinder assembly locatedadjacent to the first side and including a first cylinder liner having agenerally cylindrical wall that defines a first engine cylinder, whichis centered about an axis of motion, and with the wall including atleast one intake port and a fuel injector bore, adjacent to the at leastone intake port, extending therethrough; a fuel injector having aninjector nozzle and being mounted to the engine such that the injectornozzle is located in the fuel injector bore; an outer piston assemblyincluding an outer piston having a head portion facing the energygeneration and control assembly, an opposed rear portion, and acylindrical side wall extending therebetween, with the cylindrical sidewall generally centered about and extending in the direction of the axisof motion, and with the outer piston being located and telescopicallyslidable within the first engine cylinder along the axis of motion agenerally predetermined distance that defines a piston stroke; an innerpiston assembly including an inner piston located and telescopicallyslidable within the first engine cylinder along the axis of motion andhaving a head portion that faces the outer piston; with the portion ofthe first engine cylinder located between the head portion of the outerpiston and the head portion of the inner piston defining a combustionchamber; and wherein the fuel injector bore is exposed to the combustionchamber only when the outer piston is spaced a predetermined distance orgreater from the inner piston, thereby assuring that the cylindricalside wall will cover the fuel injector bore for only a portion of thepiston stroke.
 12. The free piston engine of claim 11 wherein the fuelinjector is oriented such that the injector nozzle is angled toward theat least one intake port.
 13. The free piston engine of claim 11 whereinthe fuel injector includes a spray angle for fuel that is about ninetydegrees.
 14. The free piston engine of claim 11 wherein the at least oneintake port is a plurality of circumferentially spaced intake ports. 15.The free piston engine of claim 11 wherein the inner piston assemblyfurther includes an inner rod mounted to the inner piston andoperatively engaging the energy generation and control assembly, and theouter piston assembly further includes an outer rod mounted to the outerpiston and operatively engaging the energy generation and controlassembly.
 16. A method of operating a free piston engine comprising thesteps of: providing an energy generation and control assembly having afirst side; providing a first combustion cylinder assembly locatedadjacent to the first side and including a first cylinder liner having agenerally cylindrical wall that defines a first engine cylinder, whichis centered about an axis of motion, and with the wall including atleast one intake port and a fuel injector bore, adjacent to the at leastone intake port, extending therethrough; providing a fuel injectorhaving an injector nozzle and being mounted to the engine such that theinjector nozzle is located in the fuel injector bore; providing a pistonassembly including a first piston having a head portion, an opposed rearportion and a cylindrical side wall extending therebetween, with thecylindrical side wall generally centered about and extending in thedirection of the axis of motion, and with the first piston being locatedand telescopically slidable within the first engine cylinder along theaxis of motion; moving the first piston along the axis of motion so thatthe cylindrical side wall does not cover the fuel injector bore;injecting fuel from the fuel injector into the first engine cylinderwhile the cylindrical side wall is not covering the fuel injector bore;moving the first piston along the axis of motion so that the cylindricalside wall is covering the fuel injector bore; and igniting the injectedfuel while the cylindrical side wall is covering the fuel injector bore.17. The method of claim 16 wherein the step of injecting the fuelfurther includes directing the fuel injection in the general directionof the at least one intake port.
 18. The method of claim 16 furtherincluding the steps of mounting a rod to the first piston, andoperatively engaging the energy generation and control assembly with therod as the first piston moves along the axis of motion.